Deflector for locomotives



A ril 29, 1941. s. E. CHRISTOPHERSEN EI'AL 2,239,376

DEFLECTOR FOR LOCOMOTIVES Filed se i. 11, 1959 2 Sheets-Sheet 1 ATTORNEYS April 1 s. E. CHRISTOPHERSEN mm. 2,239,376

DEELECTOR FOR LOCOMOTIVES Filed Sept. 11, 1939 2 Sheets-Sheet 2 INVENTOR$ fizgurd Z. firzsfopbelzsm BY Wang 1-. 2 0x gm, Wax) ATTORNEYS Patented Apr. 29, 1941 UNITED STATES orrics DEFLECTOR FOR LOCOMEOTIVES Sigurd E. 'Christophersen, East Milton, Mass, and Harry L. Fox, West Haven, Conn.

6 Claims.

This invention relates to the smoke box structure of locomotives, the smoke box being commonly termed the front end. This is the portion of a locomotive which is at one end of the boiler and through which the products of combustion pass from the boiler tubes before being discharged through the stack.

The invention is directed more particularly to a structure which constitutes a deflector, or which is sometimes called a spark arrester. The modern smoke box is provided with some sort of a deflector structure frequently called smoke box netting, and some comprising net-work of wire and others sheet steel with stamped out perforations or mesh formation. Considerable difliculty, time and expense is experienced with these deflectors. The netting or deflecting structure may become clogged resulting in an improper or insufficient draft, and when this happens the front end must be opened and the difficulty rectified. Then, too, the netting, whether of wire mesh or perforated sheet steel, burns out,

so to speak, rapidly, apparently due to the heatand force with which the hot particles and cinders strike the netting.

It is the aim of this invention to provide an improved deflector structure wherein the clogging characteristics are so minimized that this difficulty i practically entirely eliminated, and one which will very greatly outlast any netting structure with which applicants are familiar. That is to say, the deflector structure of this invention may be operated for a long period of time without burning out. The deflector of this invention provides an increased flow area with resultant good draft conditions and free steaming, requires no daily inspection, facilitates the equalizing of the draft to minimize plugging of the boiler flues, and minimizes the necessity of cleanmg out the cinders as they accumulate in the smoke box. Moreover, the arrangement, which is preferably sectional, will reduce application costs and facilitate the removal and replacement of parts in sections. The increase in the flow area provided will cut down the consumption of coal, and it is believed will partly eliminate smoke nuisance.

An arrangement in accordance with the invention is disclosed in the accompanying drawings wherein:

Fig. 1 is a View largely in section showing the front end of a locomotive.

Fig. 2 is a view looking into the front end of the locomotive from the right hand side of Fig. 1 showing the deflector arrangement.

' stantially on line 3-3 of Fig. 2.

Fig, 4 is an enlarged sectional View taken substantially on line 4-4 of Fig. 2.

Fig. 5 is an enlarged sectional view taken substantially on line 55 of Fig. 2.

Fig. 6 is a sectional View taken substantially on line 6-6 of Fig. 2.

Fig. '7 is an enlarged sectional View taken substantially on line 11 of Fig. 2.

There are, as mentioned above, various types of deflector structures in locomotive front ends, and the deflectors are arranged in different manners, Some front end arrangements are known as the master mechanics front end, and this general type is the one illustrated herein. The invention, of course, is not limited to this particular type of front end as the deflector may be used in different arrangements and in different positions, and indeed might be used with the socalled box type spark arrester, or any other type, including the cyclone type where the products of combustion are given a whirling action. Suflice it to say that the deflector of the present invention is an arrangement to be employed in a locomotive front end and through which the products of combustion are to be passed, and even though, asin some locomotives, the smoke box or front end is actually positioned at what is normally the rear end of the boiler.

In Fig. 1 the boiler of a locomotive is illustrated at I, while the front end or smoke box is generally illustrated at 2, access to which is usually had from the front. The smoke stack is illustrated at 3, while the exhaust nozzle or tip for the exhaust steam is shown at 4. The prodnets of combustion from the boiler meet with the closure plate or diaphragm 5 and pass under a diaphragm apron 6 and under a front deflector plate I and then pass in an upward direction through the deflector generally illustrated at l0. A false diaphragm 8 may be used so that the compartment between the diaphragms 5 and 8 is closed. As is well known to those versed in the art the products of combustion pass through the path indicated and then out the stack, the draft being increased through the fire box incident to the suction created by the passage of the exhaust steam through the stack.

As shown, the deflector structure is angularly disposed and may be connected at its upper portion to .a supporting plate or bracket l5 and at its lower portion to the forward part of the apron 6 as shown in Figs. 1 and 4. The essential structural feature is the arrangement of the netting;

in this connection the word netting is used broadly to cover any arrangement having interstices or openings or passageways for the products of combustion as distinguished from a specific use, such as the wire netting or foraminated sheet steel arrangement. To this end the deflector takes the form of an arrangement of rods or bars loosely mounted in apertures of a supporting structure so that they are capable of rotation or at least rocking or oscillating movement in the mounting. In this connection a frame structure which may be of angle iron, as illustrated in the enlarged views, forms a surrounding border constituted by the flange it, the flange having coonsiderable depth in the direction of the flow of the products of combustion. Extending across the frame structure are division plates 24 provided with aligned apertures ll. The rods or bars which preferably are rectangular or square in cross section are disposed in these apertures relatively loosely. The rods or bars are illustrated at 18. There are a plurality of rows of these bars arranged to provide a passageway through the deflector.

The arrangement shown provides a forward row generally illustrated at A where the bars are rather closely associated. To the rear of the first row is a row B where the bars are ofi-set or staggered relative to those in row A, and next is a row C similar to row B, but again off-set relative to the bars in row B and row A. The bars in rows C and. B are off-set relative to each other and each row has substantially only half the number of bars in row A, with the result that one bar of row B more or less blocks the space between two of the bars in row A, and one of the bars of row C blocks the next space between bars of row A. Another row of bars D is shown which may be aligned with those in row A. The depth of the deflector structure and the number of rows of bars may be varied to meet variable conditions, but about four rows, as indicated, are believed to provide a suitable structure for most purposes.

Now this arrangement may be constructed in sections. For instance, in Fig. 2 there is a section and a section 2| in the upper portion of the deflector and an intermediate section or door 22 which may be removed independently of the other sections for access behind the deflector. The door may be removed by removing the bolts 23. The sections 20 and 21 may be secured to the top plate l5, as shown in Fig. 4, by bolts 25. The end sections 20 and 21 are also secured to the smoke box housing structure by similar bolts 25 as indicated.

The lower portion of the deflector may also be made in sections, as for example, the two sections and 31 bolted to the apron as at 25a indicated in Fig. 4 and to the smoke box wall structure and to the upper sections as at 25b as shown in Figs. 5 and 6.

It will be seen, therefore, that this deflector comprises a frame structure in which is rotatably mounted a plurality of bars preferably of rectangular shape in cross section arranged to provide a tortuous passageway therethrough. The arrangement of the deflector in sections is desirable because it is feasible to mountor remove or replace the deflector in sections. But the sectional arrangement is separate from the actual structure of the deflector. The arrangement of sections may be varied and a greater number or less number of sections may be employed, all within the scope of the invention.

The dimensions of the structure may, of course, be varied, but it is thought that it may be helpful to give a few dimensions which are believed to be satisfactory. The supporting portions 5 and the division plates 24 may be about 2%; inches in depth and of T e of an inch in thickness, and the holes drilled therein may be about {a of an inch in diameter. The square bars may be about 1% of an inch outside, and it will be understood that the corners of the square form are suiflciently rounded or formed on a curve that the bars have a nice loose fit in the apertures. The center to center distances between the apertures in row A may be abou of an inch, and those in row B correspond thereto. These dimensions are obviously given merely as an example.

In use the products of combustion, as above pointed out, pass through the deflector structure in a direction from right to left as Fig. 4 is viewed. The sparks and cinders, or other bodies of substance, strike the bars but cannot pass straight through the deflector, as they must follow the tortuous passageway. The continuous pounding or striking of the particles on previous netting causes the netting to give way or burn out; but with the present arrangement, the bars, being capable of rotation, present new surfaces to the on-coming particles as they slowly change their position rotatably in use. In fact the vibrations incident to movement of the locomotive may aid in such rotation.

It will be noted that the bars in row A form elongated slots of substantial dimensions and thereby a large flow area 'for the products of combustion, as do also the rows B, C and D. Therefore, the deflector is not subject to clogging. Notwithstanding this, however, the particles strike the bars and indeed may strike the bars in several of the rows and are thus caused to be moved through a tortuous passage and are broken up so that large particles, capable of sustained ignition or heat, are not discharged from the stack. At the same time the open structure provides for adequate draft and promotes free steaming, thus cutting down the consumption of coal. Since the deflector is not subject to clogging or plugging in one or more loca tions, the draft through the flues is maintained in an equalized relation, and since the particles may actually pass through the deflector, although being broken up, frequent access into the front end to remove cinders is not necessary.

We claim:

1. A spark arrester for locomotives having a smoke box and a stack, comprising supporting means adapted to be mounted-in the smoke box of a locomotive, and a plurality of spaced bars carried. by the supporting means and extending across the path of the products of combustion as the products of combustion pass toward the stack,

said bars being disposed in substantially parallel relationship and loosely carried by the supporting means for free and independent rotatable movement on their axes in use, while maintaining a substantially constant flow passage forthe products of combustion.

2. A spark arrester for locomotives having a smoke box and a stack, comprising supporting means adapted to be mounted in the smoke box of a locomotive, and a plurality of spaced bars carried by the supporting means and extending across the path of the products of combustion as the products of combustion pass toward the stack, sald bars being of polygonal shape in cross section and loosely carried by the supporting means for free and independent rotatable movement on their axes in use while maintaining a substantially constant flow passage for the products of combustion.

3. A spark arrester for locomotives having a smoke box and a stack, comprising supporting means adapted to be mounted in the smoke box of a locomotive, and a plurality of spaced bars carried by the supporting means and extending across the path of the products of combustion as the products of combustion pass toward the stack, said bars being of substantially square shape in cross section and the supporting means having aligned substantially round apertures for loosely supportin the bars for free and independent rotatable movement on their axes in use while maintaining a substantially constant .flow passage for the products of combustion.

4. A spark arrester for locomotives having a smoke box and a stack, comprising, a supportin frame adapted to be mounted in the smoke box of a locomotive, spaced supporting plates extending across the frame, each plate having spaced apertures therein with apertures and respective plates in substantial alignment, and a plurality of bars arranged in a row and each extending through aligned apertures in the plates, said bars extending across the path of the products of combustion as said products pass toward the stack,

5. A spark arrester for locomotives having a smoke box and a stack, comprising, supporting frame means adapted to be mounted in the smoke box of a locomotive, said frame means having transverse supporting plates, each plate having a plurality of rows of spaced apertures with the apertures in successive rows in staggered relationship, a plurality of rows of bars disposed in said apertures and said bars being of polygonal shape in cross section, the rows of bars being disposed across the path of the products of combustion as the products pass toward the stack, the bars being loosely engaged in the apertures for free and independent rotatable movement on their axes and being arranged tomaintain a substantially constant flow passage.

6. A spark arrestor for locomotives having a smoke box and a stack, comprising, a plurality of separate frame units adapted to be assembled in the smoke box of a locomotive, each frame unit having supporting plates with a plurality of rows of apertures therein with the rows of apertures in staggered relationship and with the rows lined up from the front to the back of the frame units, a plurality of bars loosely disposed in said apertures and arranged in spaced relationship and extending across the path of the products of combustion as the products of combustion pass toward the stack, said bars being of polygonal shape in cross section and arranged for free and independent rotatable movement on their axes while maintaining a substantially constant flow passage.

SIGURD E. CHRISTOPHERSEN. HARRY L. FOX. 

